Four-motor rotating hub tire eccentric wear diagnosis method, device, equipment and medium

Abstract

The method is mainly applied to the technical field of vehicle engineering. The invention discloses a four-motor rotating hub tire eccentric wear diagnosis method, device and equipment and a medium, and the method comprises the steps: placing a to-be-tested vehicle on an indoor four-wheel-drive rotating hub test bench, so as to control each rotating hub of the to-be-tested vehicle to rotate; the rotating speed of each rotating hub is collected, a speed data set corresponding to each rotating hub is generated, and each speed data set comprises a plurality of speed values; a target speed value under the same working condition is screened out from each speed data set, a tire corresponding to the target speed value is measured, and wheel edge driving force is recorded; when the difference value between the wheel edge driving force of the tires on the left side and the right side of the same axle is larger than a preset threshold value, it is judged that the to-be-detected vehicle has the tire eccentric wear risk. According to the method, the tire eccentric wear problem can be accurately diagnosed, and a reliable and repeatable detection result is provided.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle engineering, in particular to a four-motor rotating hub tire eccentric wear diagnosis method, device, equipment and medium. BACKGROUND

[0002] In the field of modern automobile manufacturing and maintenance, tire eccentric wear has always been an important factor affecting the performance, safety and service life of vehicles. Tire eccentric wear not only reduces the service life of the tire and increases the replacement cost, but also causes many problems such as decreased handling performance, increased fuel consumption, and increased safety hazards during vehicle operation. Therefore, accurately diagnosing the root cause of tire eccentric wear is of great significance to the normal operation and maintenance of the vehicle.

[0003] Currently, the commonly used tire eccentric wear detection methods in the industry mainly rely on direct observation and measurement of tire wear, such as measuring the difference in tire tread depth to determine whether there is eccentric wear. However, this method can only be detected after the tire has been significantly worn, and cannot detect potential eccentric wear risks in advance, nor can it accurately identify the root cause of eccentric wear. In addition, some detection methods also try to indirectly analyze the tire usage by measuring the power output and braking performance of the vehicle during operation. However, these methods are often limited by actual road conditions, weather conditions and other factors, and the accuracy and repeatability of the measurement results are difficult to guarantee. Under different road conditions, there are many external interference factors affecting the vehicle, making it difficult to accurately separate the difference between the driving system resistance and the wheel edge driving force, and thus unable to accurately diagnose the root cause of tire eccentric wear. SUMMARY

[0004] The present application provides a four-motor rotating hub tire eccentric wear diagnosis method, device, equipment and medium, which can accurately diagnose tire eccentric wear problems and provide reliable and repeatable detection results.

[0005] The present application provides a four-motor rotating hub tire eccentric wear diagnosis method, which comprises: Placing the vehicle to be tested on an indoor four-wheel drive rotating hub test bench to control the rotation of each rotating hub of the vehicle to be tested; Collecting the rotation speed of each rotating hub and generating a corresponding speed data set for each rotating hub, each speed data set including a plurality of speed values; Selecting target speed values under the same working condition from each speed data set, and measuring and recording the wheel edge driving force of the tire corresponding to the target speed values; When the difference between the wheel edge driving forces of the left and right tires on the same axle is greater than a predetermined threshold, it is determined that the vehicle to be tested has a tire eccentric wear risk.

[0006] Optionally, the method for obtaining the wheel-side driving force further includes: Simulated road loads were set using the indoor four-wheel drive hub test bench; Under the simulated road load conditions, the vehicle under test is placed in drive gear and controlled to accelerate and stabilize at at least one preset target speed point. Once the vehicle under test reaches a stable speed at the target speed point, the data collection time is maintained for a preset period. During the acquisition time, the driving torque acting on the hub of the vehicle under test is measured and recorded. Each of the aforementioned driving torques is converted into wheel-side driving force, and the average wheel-side driving force value of each hub at the target vehicle speed point is calculated as the final wheel-side driving force value.

[0007] Optionally, the four-motor hub tire wear diagnosis method further includes: Measure and record the inherent resistance of the drive system of the vehicle under test; When it is determined that the vehicle under test has a risk of uneven tire wear, the cause of the fault is determined based on the wheel-side driving force and the inherent resistance. If the inherent resistance exceeds the preset resistance range and the difference between the wheel-side driving forces of the left and right tires on the same axle is greater than the preset threshold, then the cause of the fault is determined to be abnormal mechanical resistance in the drive system. If the inherent resistance is within the preset resistance range, but the difference between the wheel-side driving forces of the left and right tires on the same axle is greater than the preset threshold, then the cause of the fault is determined to be abnormal torque distribution of the differential or asymmetry of the suspension system.

[0008] Optionally, the calculation method for the inherent resistance of the drive system of the vehicle under test further includes: The mechanical resistance value is obtained by measuring and recording the basic resistance of each tire when rolling on the vehicle under test in neutral. The reverse drag torque of the motor corresponding to each tire is measured and recorded for the vehicle under test in drive mode to obtain the total resistance value. For each tire, the difference between the total resistance value and the mechanical resistance value under the same speed condition is calculated and used as the inherent resistance.

[0009] Optionally, the method for obtaining the mechanical resistance value or the total resistance value further includes: When the vehicle under test is in the target gear, the motor of the indoor four-wheel drive hub test bench reverse-drives the tires of the vehicle under test to rotate at multiple preset speed points. At each speed point, once the rotational speed of the tire stabilizes, it maintains a preset stabilization time. During the stable time, the force measured at each hub of the vehicle under test is recorded, and the average force value of each hub at the speed point is calculated as the mechanical resistance value or total resistance value corresponding to the speed point.

[0010] Optionally, the four-motor hub tire wear diagnosis method further includes a hub calibration and setting step, the specific implementation of which includes: The force sensor of the indoor four-wheel drive hub test bench is calibrated at zero point to control the measurement error of the force sensor within a preset error range. Based on the vehicle parameters of the vehicle under test and the environmental parameters of the environment in which the vehicle under test is located, the road load of the vehicle is determined and used as the simulated road load of the indoor four-wheel drive rotary test bench.

[0011] Optionally, the four-motor hub tire wear diagnosis method further includes vehicle inspection and preparation steps, the specific implementation of which includes: Tires are selected according to preset conditions, wherein each tire of the vehicle under test has the same model and wear level, and the difference in tread depth of each tire is less than a set threshold. The cold air pressure of each tire is controlled within a preset allowable deviation range; The positioning parameters of each tire are detected and adjusted to keep them within a preset tolerance range.

[0012] The present invention also provides a four-motor hub tire wear diagnostic device, the device comprising: The control module is used to place the vehicle under test on an indoor four-wheel drive swivel test bench to control the rotation of each swivel of the vehicle under test. The acquisition module is used to acquire the rotational speed of each of the hubs and generate a speed data group corresponding to each hub, wherein each speed data group includes multiple speed values. The sensing module is used to filter out the target speed value under the same working condition from each of the speed data groups, and to measure and record the wheel-side driving force of the tire corresponding to the target speed value. The diagnostic module is used to determine that the vehicle under test has a risk of uneven tire wear when the difference between the wheel-side driving forces of the left and right tires on the same axle is greater than a preset threshold.

[0013] The present invention also provides an electronic device, the electronic device including a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the four-motor hub tire wear diagnosis method as described in any of the preceding claims.

[0014] The present invention also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the four-motor hub tire wear diagnosis method as described in any of the preceding claims.

[0015] The present invention has at least the following beneficial effects: First, the vehicle is placed on a four-wheel drive swivel test bench to ensure controlled rotation of each swivel, providing a stable environment for testing. Second, the rotational speed of each swivel is collected and a speed data set is generated. By filtering for target speed values ​​under the same operating conditions, the specificity and accuracy of the measurements are ensured. Next, the wheel-side driving force of the tires corresponding to the target speed values ​​is measured and recorded, directly obtaining key data. Finally, the difference in wheel-side driving force between the left and right tires on the axle is compared with a preset threshold to determine the risk of uneven tire wear. This data-driven determination method eliminates human error, ensuring the reliability and repeatability of the test results, thus effectively achieving the technical effect of accurately diagnosing tire wear problems. Attached Figure Description

[0016] The accompanying drawings are provided to further understand the technical solutions of the present invention and constitute a part of the specification. They are used together with the embodiments of the present invention to explain the technical solutions of the present invention, and do not constitute a limitation on the technical solutions of the present invention.

[0017] Figure 1 This is a flowchart of a four-motor hub tire wear diagnosis method. Figure 2 This is a flowchart of another step in a four-motor hub tire wear diagnosis method; Figure 3 This is a flowchart of the steps involved in the calibration and setting of a four-motor hub tire wear diagnosis method. Figure 4 This is a flowchart of the vehicle inspection and preparation steps in a four-motor rotary wheel tire wear diagnosis method. Figure 5 This is a flowchart illustrating the steps involved in applying a four-motor hub tire wear diagnosis method in a real-world scenario. Figure 6 This is a schematic diagram of a four-motor hub tire wear diagnostic device. Figure 7 This is a schematic diagram of the structure of an electronic device. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0019] The researchers of this application discovered that during vehicle road testing, a phenomenon frequently occurs where a single tire exhibits abnormal wear (uneven wear) while other tires remain normal. This issue severely impacts tire life, vehicle energy consumption, and driving safety. Currently, conventional troubleshooting methods for this problem include checking and adjusting tire pressure, wheel dynamic balancing, and four-wheel alignment parameters (such as toe-in and camber). However, in some cases, even when all the above parameters are adjusted to the standard range, the vehicle still repeatedly exhibits uneven wear on specific tires during road testing. This indicates a deeper, underlying cause that is not easily detected by traditional methods. These causes may include: 1. The coupling effect of manufacturing deviations in chassis components: While the dimensional tolerances of individual components may be within the standard range, the cumulative effect of tolerances in multiple components can lead to unexpected motion interference or internal forces. 2. Minor differences in the equivalent transmission efficiency of the left and right drive half-shafts: Differences in the inherent resistance of transmission components such as half-shafts and universal joints prevent the drive torque from being distributed evenly. 3. Asymmetry in the kinematic characteristics of the suspension system: Subtle differences in the performance of the left and right suspensions during movement affect the transmission of tire contact force. These factors all contribute to differences in the actual driving / braking forces (i.e., "wheel-side forces") output by the four wheels during driving. Long-term imbalance of wheel-side forces is a direct physical cause of excessive wear in a single tire. Currently, there is a lack of a diagnostic method that can accurately and repeatedly measure and quantify this difference in wheel-side forces in a controlled indoor environment, thereby directly linking it to uneven wear faults. Road tests are too heavily influenced by the environment, driver, and road conditions to allow for precise quantitative analysis. To address the aforementioned technical problems, this application provides a four-motor hub tire uneven wear diagnostic method, device, equipment, and medium. By accurately measuring and separating the vehicle drive system resistance and wheel-side driving force, it achieves precise diagnosis of the root cause of abnormal tire wear (uneven wear). The following are various embodiments of the technical solutions of this application.

[0020] Please refer to Figure 1 , Figure 1 This is a flowchart of a four-motor hub tire wear diagnosis method.

[0021] This embodiment provides a method for diagnosing uneven tire wear in a four-motor hub tire, including: S101. Place the vehicle under test on an indoor four-wheel drive swivel test bench to control the rotation of each swivel of the vehicle under test.

[0022] S102. Collect the rotational speed of each hub and generate a speed data group corresponding to each hub. Each speed data group includes multiple speed values.

[0023] S103. Select the target speed value under the same working condition from each speed data group, and measure and record the wheel-side driving force of the tire corresponding to the target speed value.

[0024] S104. When the difference between the wheel-side driving forces of the left and right tires on the same axle is greater than a preset threshold, it is determined that the vehicle under test has a risk of uneven tire wear.

[0025] In some embodiments, the operating conditions include three operating conditions, as shown in Table 1.

[0026] Table 1

[0027] Specifically, the driver puts the gear in D and controls the throttle to make the vehicle run at 100 km / h on the rotating wheel for 15 minutes. Then, the test is performed according to Table 1 and the rotating wheel data acquisition function is activated.

[0028] Understandably, in this embodiment, firstly, the vehicle is placed on a four-wheel drive rotary test bench to ensure controlled rotation of each rotary wheel, providing a stable environment for testing. Secondly, the rotational speed of each rotary wheel is collected and a speed data set is generated. By filtering target speed values ​​under the same working conditions, the relevance and accuracy of the measurement are ensured. Furthermore, the wheel-side driving force of the tires corresponding to the target speed values ​​is measured and recorded, directly obtaining key data. Finally, the difference in wheel-side driving force between the left and right tires on the axle is compared with a preset threshold to determine the risk of uneven tire wear. This data-based judgment method eliminates human interference, ensuring the reliability and repeatability of the test results, thereby effectively achieving the technical effect of accurately diagnosing tire uneven wear problems.

[0029] In some embodiments, the method for obtaining the wheel-side driving force further includes: Simulated road loads were set up using an indoor four-wheel drive swivel test bench. Under simulated road load conditions, the vehicle under test was placed in drive gear and its acceleration was controlled to stabilize at at least one preset target speed point. Once the vehicle under test reached a stable driving state at the target speed point, a preset data acquisition time was maintained. During the data acquisition time, the driving torque acting on each swivel of the vehicle under test was measured and recorded. Each driving torque was converted into wheel-side driving force, and the average wheel-side driving force value of each swivel at the target speed point was calculated as the final wheel-side driving force value.

[0030] Understandably, this embodiment simulates road loads, causing the vehicle to operate under conditions close to actual driving conditions. It accelerates to the target speed and stably collects the driving torque, converting it into wheel-side driving force and calculating the average value. This process more closely resembles real-world conditions, reduces sources of error, and makes the test results more valuable. It further enhances the accuracy and repeatability of the diagnostic results, effectively improving the practicality of tire wear diagnosis.

[0031] Please refer to Figure 2 , Figure 2This is another step in a four-motor hub tire wear diagnosis method flowchart.

[0032] In some embodiments, the four-motor hub tire wear diagnosis method further includes: S201. Measure and record the inherent resistance of the drive system of the vehicle under test.

[0033] S202. When it is determined that the vehicle under test has a risk of uneven tire wear, the cause of the fault shall be determined based on the wheel-side driving force and inherent resistance.

[0034] S203. If the inherent resistance exceeds the preset resistance range and the difference between the wheel-side driving forces of the left and right tires on the same axle is greater than the preset threshold, the cause of the fault is determined to be abnormal mechanical resistance in the drive system.

[0035] S204. If the inherent resistance is within the preset resistance range, but the difference between the wheel-side driving forces of the left and right tires on the same axle is greater than the preset threshold, the cause of the fault is determined to be abnormal torque distribution of the differential or asymmetry of the suspension system.

[0036] Understandably, this embodiment, by measuring the inherent resistance of the drive system and comparing the wheel-side driving force with a preset threshold, can accurately distinguish between problems such as abnormal drive system resistance, abnormal differential torque distribution, or suspension system asymmetry. This precise location of the fault causes provides clear guidance for vehicle repair and maintenance, reduces misdiagnosis and repair costs, further improves the practicality and reliability of the diagnostic system, and enhances the reference value of the test results.

[0037] In some embodiments, the calculation of the inherent resistance of the drive system of the vehicle under test further includes: For the vehicle under test in neutral, the basic resistance of each tire during rolling is measured and recorded to obtain the mechanical resistance value; for the vehicle under test in drive, the reverse drag torque of the motor corresponding to each tire is measured and recorded to obtain the total resistance value; for each tire, the difference between the total resistance value and the mechanical resistance value under the same speed condition is calculated and used as the inherent resistance.

[0038] Understandably, this embodiment calculates the inherent resistance by measuring the mechanical resistance value in neutral and the total resistance value in drive mode, respectively, and then calculating the difference between the two. This calculation method more accurately isolates the resistance of the drive system itself, providing more accurate data support for subsequent fault diagnosis. Combined with the previous diagnostic process, it can more accurately pinpoint the root cause of uneven tire wear. Whether it's a drive system malfunction, a differential torque distribution problem, or a suspension system asymmetry, more reliable fault diagnosis can be achieved, thereby significantly improving the accuracy and practicality of the diagnostic system.

[0039] In some embodiments, the method for obtaining the mechanical resistance value or the total resistance value also includes: With the vehicle under test in the target gear, the motor of the indoor four-wheel drive swivel test bench reverse-drives the tires of the vehicle under test to rotate at multiple preset speed points. At each speed point, after the rotational speed of the tires stabilizes, it is maintained for a preset stabilization time. During the stabilization time, the force measured at each swivel of the vehicle under test is recorded, and the average force value of each swivel at the speed point is calculated as the mechanical resistance value or total resistance value corresponding to the speed point.

[0040] Understandably, this embodiment utilizes the motor of a rotary test bench to reverse-drive the tire at multiple preset speed points while maintaining the speed at a stable position for a preset time. The average force value of each rotary wheel is recorded and calculated as the corresponding resistance value. This acquisition method ensures data stability and accuracy, further improving the reliability of inherent resistance calculation. Combined with the previous diagnostic process, it can more accurately determine the cause of uneven tire wear, providing clearer guidance for vehicle repair, significantly enhancing the accuracy and practicality of the diagnostic system, and ensuring the reliability and repeatability of the test results.

[0041] Please refer to Figure 3 , Figure 3 This is a flowchart of the steps involved in the calibration and setting of a four-motor hub tire wear diagnosis method.

[0042] In some embodiments, the four-motor hub tire wear diagnosis method further includes a hub calibration and setting step, the specific implementation of which includes: S301. Perform zero-point calibration on the force sensor of the indoor four-wheel drive rotary test bench to control the measurement error of the force sensor within the preset error range.

[0043] S302. Based on the vehicle parameters of the vehicle under test and the environmental parameters of the environment in which the vehicle under test is located, determine the road load of the vehicle and use it as the simulated road load of the indoor four-wheel drive swivel test bench.

[0044] In some embodiments, the implementation of hub calibration and setting further includes: (1) Zero-point calibration of the four force sensors of the hub to ensure that the measurement error does not exceed ±1%.

[0045] (2) The road load setting for vehicles shall be calculated according to the following formula:

[0046] In the formula: F represents the road load of a vehicle, and the unit is Newton (N). CD represents the drag coefficient (dimensionless). A represents the vehicle's frontal area, measured in square meters (㎡). ρ — air density, in kilograms per cubic meter (kg / m³). V represents the vehicle's speed, measured in kilometers per hour (km / h). ƒ represents the frictional resistance coefficient (dimensionless), which is taken as 0.011; M represents the maximum allowable mass of the entire vehicle (or the maximum design gross mass of the train if the vehicle is towable), in kilograms (kg). g represents the acceleration due to gravity, and the unit is meters per second squared (m / s³).

[0047] Understandably, this embodiment controls measurement errors within a preset range by zero-point calibration of the force sensor, ensuring the accuracy of subsequent measurement data. Simultaneously, by determining simulated road loads based on vehicle and environmental parameters, the test bench's operating conditions more closely resemble actual road conditions, enhancing the practicality of the diagnostic results. Combined with previous diagnostic procedures and techniques, this method can more accurately detect uneven tire wear, precisely determine the cause of the fault, provide a reliable basis for vehicle repair, and significantly improve the overall performance of the diagnostic system and the credibility of the test results.

[0048] Please refer to Figure 4 , Figure 4 This is a flowchart of the vehicle inspection and preparation steps in a four-motor hub tire wear diagnosis method.

[0049] In some embodiments, the four-motor hub tire wear diagnosis method further includes vehicle inspection and preparation steps, the specific implementation of which includes: S401. Select tires according to preset conditions. The preset conditions are that each tire of the vehicle to be tested has the same model and wear level, and the difference in tread depth of each tire is less than a set threshold.

[0050] S402. Control the cold air pressure of each tire within the preset allowable deviation range.

[0051] S403. Inspect and adjust the alignment parameters of each tire to keep them within the preset tolerance range.

[0052] In some embodiments, the implementation of vehicle inspection and preparation further includes: In addition to meeting the requirements of GB / T 12534, the test vehicle shall also meet the following requirements: (1) Tire condition: Ensure all tires are of the same brand, model, and wear level. The difference in tread depth should be less than 1mm. Thoroughly remove any foreign objects from the tread grooves.

[0053] (2) Tire pressure: Inflate the tires in cold conditions strictly according to the manufacturer’s recommended values. The pressure difference between the four tires should be controlled within ±5 kPa. (3) Four-wheel alignment: Use a professional four-wheel alignment machine to check and ensure that all parameters such as toe-in, camber, caster and other parameters are within the tolerance range specified by the manufacturer.

[0054] (4) Braking system: Confirm that the braking system is functioning normally and there is no dragging. Before the test, the vehicle should feel easy to push on flat ground without any sticking.

[0055] (5) Suspension system: Check all suspension bushings, ball joints, and tie rods for looseness or damage. Shake the wheels vigorously; there should be no noticeable play.

[0056] (6) Vehicle securing: Secure the test vehicle to the four-wheel drive four-electric drum, with the wheels aligned. Use tie-down straps to secure the vehicle body, ensuring that all securing points are at the same height as the ground to prevent uneven longitudinal stress on the vehicle.

[0057] Understandably, this embodiment ensures consistency in tire model, wear level, and tread depth by screening tires, reducing detection errors caused by tire differences. Simultaneously, controlling the cold tire pressure within allowable deviations and adjusting positioning parameters to preset tolerance values ​​guarantees the consistency of the vehicle's initial condition during testing. These measures provide a more reliable vehicle foundation for subsequent accurate diagnosis. Combined with previous calibration, measurement, and fault diagnosis procedures, this further improves the accuracy and reliability of the diagnostic system, ensuring the stability and repeatability of test results and providing a more scientific basis for diagnosing and repairing uneven tire wear issues.

[0058] Please refer to Figure 5 , Figure 5 This is a flowchart illustrating the steps involved in applying a four-motor hub tire wear diagnosis method in a real-world scenario.

[0059] Specifically, in step S1, test preparation mainly involves vehicle inspection and preparation, as well as hub calibration and setup.

[0060] In step S2, refer to operating conditions 1, 2 and 3 shown in Table 1.

[0061] Procedures for Operating Conditions 1 and 2: The driver shifts the gear into the designated gear (N or D).

[0062] The hub control system uses four motors to synchronously drive the vehicle wheels to rotate at preset speeds in order to tow the vehicle.

[0063] At each speed point, after the vehicle speed stabilizes, it is held for 30 seconds. The drum data acquisition system records the average force measured by the four drums during this period: F_n(d)20, F_n(d)80, F_n(d)120 (unit: N, n represents N gear, d represents D gear).

[0064] Operating Condition 3 Execution Steps: The driver keeps the gear in D (driving gear).

[0065] The road load in hub setting S1.

[0066] The driver slowly presses the accelerator to accelerate the vehicle and stabilize it at the speed point of condition 3 in Table 1.

[0067] After the speed at each vehicle speed point is completely stable (acceleration less than 1), it is maintained for 60 seconds. The data acquisition system records the driving torque (i.e. the force of the vehicle driving drum) measured by the four force sensors during this period, and converts it into the wheel-side driving force F_drive (in N).

[0068] In step S3, firstly, the inherent resistance of the drive system for each wheel at each speed point is calculated: ΔF_speed = F_d_speed - F_n_speed Extract the average wheel-side driving force F_drive of the four wheels at speed point 3 under operating condition (it reflects the actual wheel-side force after the differential distribution).

[0069] The threshold is set at 5%. Any sustained difference in wheel edge force between the left and right wheels on the same axle exceeding 5% is considered to indicate that the vehicle has uneven tire wear.

[0070] Then, if ΔF is normal but F_drive has a large difference, the root cause of the problem lies in the torque distribution characteristics of the differential or suspension asymmetry. If both ΔF and F_drive have large differences, the root cause of the problem lies in the mechanical resistance of the drive system.

[0071] In this embodiment, two comparative test conditions, "N gear constant speed reverse drag" and "D gear constant speed reverse drag," were designed to accurately extract the key parameter of "inherent transmission resistance of the drive system." This is the core basis for diagnosing the mechanical condition of the drive system (such as whether it is stuck or poorly lubricated).

[0072] A persistent difference of more than 5% in the driving force between the left and right wheels on the same axle is a direct cause of uneven tire wear. By monitoring this difference, the risk of failure can be accurately diagnosed in the early stages of uneven wear or when it cannot be determined by visual inspection alone, and the root cause can be traced back to the torque distribution characteristics of the differential.

[0073] By analyzing whether ΔF (inherent transmission resistance) is normal and symmetrical, it can be determined whether there is mechanical jamming or excessive resistance in the drive system (such as reducer and half shaft). By analyzing the difference in F_drive (wheel-side driving force), the working characteristics of the differential or the asymmetry of the suspension can be determined.

[0074] Ultimately, this embodiment transforms the elusive problem of uneven wear into a precisely measurable difference in force signals, achieving quantitative diagnosis. Testing on an indoor test bench eliminates interference from road conditions, environment, and human driving, resulting in highly repeatable and reliable test results. Compared to lengthy road tests, this method can complete testing and diagnosis within hours, significantly shortening the problem-solving cycle, saving costs, and enabling the detection of problems caused by inherent performance differences in components and system coupling effects that traditional four-wheel alignment machines cannot detect. Furthermore, this method can be used not only for troubleshooting faulty vehicles but also for end-of-life (EOL) quality inspections of new vehicles and quality sampling inspections of component suppliers, controlling the risk of uneven wear from its source.

[0075] Please refer to Figure 6 , Figure 6 This is a schematic diagram of a four-motor rotating hub tire wear diagnostic device.

[0076] This embodiment also provides a four-motor hub tire wear diagnostic device, including: The control module 601 is used to place the vehicle under test on an indoor four-wheel drive swivel test bench to control the rotation of each swivel of the vehicle under test. The acquisition module 602 is used to acquire the rotational speed of each hub and generate a speed data group corresponding to each hub. Each speed data group includes multiple speed values. The sensing module 603 is used to filter out the target speed value under the same working condition from each speed data group, and to measure and record the wheel-side driving force of the tire corresponding to the target speed value. The diagnostic module 604 is used to determine that the vehicle under test has a risk of uneven tire wear when the difference between the wheel-side driving forces of the left and right tires on the same axle is greater than a preset threshold.

[0077] It will be understood by those skilled in the art that all or some of the steps and apparatuses in the methods disclosed above can be implemented as software, firmware, hardware, and suitable combinations thereof. Some or all of the physical components can be implemented as software executed by a processor, such as a central processing unit, digital signal processor, or microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit. Such software can be distributed on a computer-readable medium, which can include computer storage media (or non-transitory media) and communication media (or transient media). As is known to those skilled in the art, the term computer storage media includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information (such as computer-readable instructions, data structures, program modules, or other data). Computer storage media includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technologies, CD-ROM, digital versatile disc (DVD) or other optical disc storage, magnetic cartridges, magnetic tape, disk storage or other magnetic storage devices, or any other medium that can be used to store desired information and is accessible to a computer. As is known to those skilled in the art, communication media typically contain computer-readable instructions, data structures, program modules, or other data in modulated data signals such as carrier waves or other transmission mechanisms, and may include any information delivery medium.

[0078] It is understood that the content of the above method embodiments is applicable to the present device embodiments. The specific functions implemented by the present device embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0079] This application also provides an electronic device, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement any of the above-mentioned four-motor hub tire uneven wear diagnosis methods.

[0080] refer to Figure 7 , Figure 7 The hardware structure of an electronic device according to another embodiment is illustrated. The electronic device includes: The processor 701 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this application. The memory 702 can be implemented as a read-only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM). The memory 702 can store operating devices and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 702 and is called and executed by the processor 701 to execute the four-motor hub tire uneven wear diagnosis method of this application embodiment. The input / output interface 703 is used to implement information input and output; The communication interface 704 is used to enable communication and interaction between this device and other devices. Communication can be achieved through wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.). Bus 705 transmits information between various components of the device (e.g., processor 701, memory 702, input / output interface 703, and communication interface 704); The processor 701, memory 702, input / output interface 703, and communication interface 704 are connected to each other within the device via bus 705.

[0081] It is understood that the content of the above method embodiments is applicable to the embodiments of this electronic device. The specific functions implemented by the embodiments of this electronic device are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0082] This application also provides a computer-readable storage medium storing a processor-executable program, which, when executed by a processor, is used to implement the four-motor hub tire wear diagnosis method as described in any of the above specific embodiments.

[0083] This application also discloses a computer program product, including a computer program or computer instructions, which are stored in a computer-readable storage medium. The processor of the computer device reads the computer program or computer instructions from the computer-readable storage medium and executes the computer program or computer instructions, causing the computer device to perform the four-motor hub tire wear diagnosis method as described in any of the preceding embodiments.

[0084] It is understood that the content of the above method embodiments is applicable to this storage medium embodiment. The specific functions implemented in this storage medium embodiment are the same as those in the above method embodiments, and the beneficial effects achieved are also the same as those achieved in the above method embodiments.

[0085] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms “comprising” and “having,” and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, apparatus, product, or device that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or devices. It should be understood that in this application, “at least one” means one or more, and “more than one” means two or more.

[0086] In the several embodiments provided in this application, it should be understood that the disclosed apparatus, devices, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0087] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0088] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0089] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0090] Although the description of this application has been quite detailed and particularly focused on several of the described embodiments, it is not intended to limit itself to any of these details or embodiments or any particular embodiment. Rather, it should be considered as effectively covering the intended scope of this application by referring to the appended claims and taking into account the prior art, which provides for a broad possible interpretation of these claims. Furthermore, the foregoing description of this application with respect to embodiments foreseeable by the inventors is intended to provide a useful description, and non-substantial modifications to this application that have not yet been foreseen may still represent equivalent modifications.

Claims

1. A method for diagnosing uneven tire wear in a four-motor hub, characterized in that, The method includes: The vehicle under test was placed on an indoor four-wheel drive swivel test bench to control the rotation of each swivel of the vehicle under test. The rotational speed of each hub is collected, and a speed data set corresponding to each hub is generated, with each speed data set including multiple speed values; Select the target speed value under the same working condition from each speed data group, and measure and record the wheel-side driving force of the tire corresponding to the target speed value; When the difference between the wheel-side driving forces of the left and right tires on the same axle is greater than a preset threshold, it is determined that the vehicle under test has a risk of uneven tire wear.

2. The method according to claim 1, characterized in that, The method for obtaining the wheel-side driving force also includes: Simulated road loads were set using the indoor four-wheel drive hub test bench; Under the simulated road load conditions, the vehicle under test is placed in drive gear and controlled to accelerate and stabilize at at least one preset target speed point. Once the vehicle under test reaches a stable speed at the target speed point, the data collection time is maintained for a preset period. During the acquisition time, the driving torque acting on the hub of the vehicle under test is measured and recorded. Each of the aforementioned driving torques is converted into wheel-side driving force, and the average wheel-side driving force value of each hub at the target vehicle speed point is calculated as the final wheel-side driving force value.

3. The method according to claim 1, characterized in that, The method further includes: Measure and record the inherent resistance of the drive system of the vehicle under test; When it is determined that the vehicle under test has a risk of uneven tire wear, the cause of the fault is determined based on the wheel-side driving force and the inherent resistance. If the inherent resistance exceeds the preset resistance range and the difference between the wheel-side driving forces of the left and right tires on the same axle is greater than the preset threshold, then the cause of the fault is determined to be abnormal mechanical resistance in the drive system. If the inherent resistance is within the preset resistance range, but the difference between the wheel-side driving forces of the left and right tires on the same axle is greater than the preset threshold, then the cause of the fault is determined to be abnormal torque distribution of the differential or asymmetry of the suspension system.

4. The method according to claim 3, characterized in that, The calculation method for the inherent resistance of the drive system of the vehicle under test also includes: The mechanical resistance value is obtained by measuring and recording the basic resistance of each tire when rolling on the vehicle under test in neutral. The reverse drag torque of the motor corresponding to each tire is measured and recorded for the vehicle under test in drive mode to obtain the total resistance value. For each tire, the difference between the total resistance value and the mechanical resistance value under the same speed condition is calculated and used as the inherent resistance.

5. The method according to claim 4, characterized in that, The method for obtaining the mechanical resistance value or the total resistance value also includes: When the vehicle under test is in the target gear, the motor of the indoor four-wheel drive hub test bench reverse-drives the tires of the vehicle under test to rotate at multiple preset speed points. At each speed point, once the rotational speed of the tire stabilizes, it maintains a preset stabilization time. During the stable time, the force measured at each hub of the vehicle under test is recorded, and the average force value of each hub at the speed point is calculated as the mechanical resistance value or total resistance value corresponding to the speed point.

6. The method according to claim 1, characterized in that, The method also includes the steps of hub calibration and setting, and its specific implementation includes: The force sensor of the indoor four-wheel drive hub test bench is calibrated at zero point to control the measurement error of the force sensor within a preset error range. Based on the vehicle parameters of the vehicle under test and the environmental parameters of the environment in which the vehicle under test is located, the road load of the vehicle is determined and used as the simulated road load of the indoor four-wheel drive rotary test bench.

7. The method according to claim 1, characterized in that, The method also includes vehicle inspection and preparation steps, and its specific implementation methods include: Tires are selected according to preset conditions, wherein each tire of the vehicle under test has the same model and wear level, and the difference in tread depth of each tire is less than a set threshold. The cold air pressure of each tire is controlled within a preset allowable deviation range; The positioning parameters of each tire are detected and adjusted to keep them within a preset tolerance range.

8. A four-motor hub tire wear diagnostic device, characterized in that, The device includes: The control module is used to place the vehicle under test on an indoor four-wheel drive swivel test bench to control the rotation of each swivel of the vehicle under test. The acquisition module is used to acquire the rotational speed of each of the hubs and generate a speed data group corresponding to each hub, wherein each speed data group includes multiple speed values. The sensing module is used to filter out the target speed value under the same working condition from each of the speed data groups, and to measure and record the wheel-side driving force of the tire corresponding to the target speed value. The diagnostic module is used to determine that the vehicle under test has a risk of uneven tire wear when the difference between the wheel-side driving forces of the left and right tires on the same axle is greater than a preset threshold.

9. An electronic device, characterized in that, The electronic device includes a memory and a processor. The memory stores a computer program, and when the processor executes the computer program, it implements the four-motor hub tire wear diagnosis method according to any one of claims 1 to 7.

10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the four-motor hub tire wear diagnosis method as described in any one of claims 1 to 7.

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